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Class Tl 

Book .F 3 _ 

Copyright N°_ 


COPYR1CHT DEPOSIT. 






















A 

BOY’S TEXT BOOK 

ON 

GAS ENGINES 

A Book for Boys 
Describing and Ex¬ 
plaining in Simple 
Language the Auto¬ 
mobile Gas Engine. 



By FAY LEONE FAUROTE, B. S. [M. EJ 

(Former Instructor Detroit Motor School) 


Published by the Author 

LANSING, MICHIGAN, U. S. A. 










LIBRARY of CONGRESS 


Two Copies ffec&ivoo 

DEC 14 i90? 


CopyrlfM tnlry 

vJeXaa. 3- iqo X 
OLASS 4 XXCi No, 
tq£6 0cj 
COPY 0. 


Copyright by 
Fay Leone Faurote 
1908 








PREFACE 

* ' #• - 

Knowing that the niotoirtar is fast becoming the 
modern form of transportation,! both in the social 

i 

and commercial world, and feeling that the prin¬ 
ciples of the mechanism which constitutes its pro¬ 
pelling power are as yet somewhat of a mystery 
to the average individual and to “Young Amer¬ 
ica” in particular, the author feels that some of 
the simple explanations offered in the following 
pages of this book will be welcomed and appre¬ 
ciated. While they do not cover the entire subject, 
it is hoped that they may tend to shed some light, 
and in a way make understandable the construe- 
lion and operation of the automobile gas engine. 

FAY L FAUROTE. 


November 25, 1907. 




A Four-cylinder Motor, so sectioned that it shows interior of cylinder, valves, piston, 

crank shaft and connecting rods. 
















A BOY’S TEXT BOOK 

ON GAS ENGINES 


INTRODUCTION 

Boys, when I was a small boy, I remember bow 
much I was interested in everything which was 
mechanical. The engineer was my hero; the solv¬ 
ing of the mysteries of an engine and the learning 
how to drive one, was my ambition. 

I remember well how I tried to read the dry, 
technical description of motors, steam engines and 
such things. I remember, too, how hard it was 
to understand those books; how the various tech¬ 
nical terms 11 ed to bother me, until at last, in de¬ 
spair, I would throw the books aside. It seemed 
as if the men who wrote them never realized that 
boys existed,—that boys wanted to know about 
such things. 

At other times how glad I was when I found a 
good-hearted engineer who seemed to know and 
understand my feelings and my desire to learn. 
How easy it was to comprehend his explanations, 
because he used homely, everyday things to illus¬ 
trate his meaning. He made you forget there was 
anything complicated about machinery. He sim¬ 
ply took up one part at a time, and when he had 



finished with it, everything was as plain as the 
nose on your face. 

Boys, then and there I decided that if I ever did 
understand some of these seeming mysteries of 
engineering, I would write a book that boys could 
understand. I would write it so that they couldn’t 
help it, it would be so plain; there would be no 
secrets; they should know all about it, and what 
is more, should be able to reason it all out for 
themselves. 



Let me tell you about each part separately. 
After we have gone over each part you will find 
that you will understand the action of the motor 
and other parts of the car well enough so that you 
will unconsciously reason it all out for yourselves. 
Some of the descriptions and explanations may at 
first seem unsatisfactory, but I think with a little 
thought and study you will be able to master them 
in a short time. I want your confidence, boys, and 
then I know we will get along all right together. 








































Fig. 2—A Single-cylinder Horizontal Engine. Note location of valves in this type. 




Fig. 3- Four views of a section of a Vertical Cylinder, showing position of valves 
pistons and cams for the four different strokes. 
























































THE FOUR-STROKE CYCLE. 


This subject looks like a bugbear, doesn’t it. 
Well, it is one of the first tilings of which we shall 
have to dispose, and so we’ll tackle it right away. 
We will start backwards, and take the word cycle 
first. If you will look in the dictionary you will 
find that this word means “a circle or orbit; an 
interval of time in which a succession of events 
is completed, and then returns in the same order.” 



Suction Stroke 


Compression Stroke 


Working Stroke 



Exhaust Stroke 


Fig. 4—A Four-cycle Diagram, showing sequence of strokes in this type of 

motor. 

This does not mean very much to you, does it? 
Well, let us go into it a little farther. Supposing 
you were running relay races around a block; you 
would run down on one side, across on another,, 
back on the other side, and then back to the start¬ 
ing point, wouldn’t you? You would have com¬ 
pleted a cycle then because you have taken a “cer¬ 
tain time in which a succession of events (streets) 
has been completed” and you are back again at 
the start ready to “return in the same order.” 
There is not anything complicated about that, is 

9 







pig 5—Dx’awing showing comparison between gas engine and a cannon connected with a grindstone. 





















there? In other words just change the four-stroke 
cycle to a four-street circle, and this will help you 
to keep in mind the meaning of this term. Do 
you remember last Fourth of July when you had 
your cannon out, how many things you had to 
do to fire it, or in other words to complete the 
cycle of operations. You did four things, didn’t 
you ? 

No. 1. You put in the powder. 

No. 2. You rammed it in with a ramrod. 

No. 3. You fired it by touching a match to it. 

No. 4. You cleaned it out. 

You had gone around your four-sided circle, and 
were back again, at the start, ready to do the 
same things over again. You were running a gas 
engine then, only you did not realize it. 

Let us assume for the sake of argument, that 
you had a bullet in your cannon, and that to this 
bullet was connected a rod which had its other 
end fastened to the crank of a grindstone. Then 
if the barrel of the cannon was long enough, and 
the rod which connected the bullet and crank was 
short, the bullet could not get out of the cannon 
barrel, could it? It would therefore have to go 
back and forth very much like the pedal on a 
grindstone does. Of course the rod and the crank 
would have to be very strong in order to keep 
the bullet in, but we will assume that they are, 
and that the bullet must travel back and forth in¬ 
side the barrel. Now, if the bullet is going to 
stay in the barrel we must provide some way to 
load the cannon, and also to clean it onf, there- 


li 


fore we will cut two holes in the end, one at I 
and one at E, and then instead of using powder 
suppose you use some explosive gas which will 
not leave so much soot behind it. You know how 
a squirt gun works—how you draw the water in 
by pulling out the plunger, and how you force the 
water out again by pushing it in again. Let us 


from Gas 7~onM 



Fig. 6. 


work the cannon the same way. Let us call the 
farthest point to which the bullet travels going in 
“H” and the farthest point to which it travels 
going out “K.” Now let us assume that the bul¬ 
let is at “H,” and that it is just starting out in 
the direction of “K.” If we open the hole “I” 
in the side of the cannon by taking out the plug 
“L,” and put a hose, connected with our gas tank, 
in there, then the outward motion of the bullet 


12 




















































“P” will pull the cannon full of gas, won’t it! 
Before the gas has a chance to escape we will 
put in the plug “L” again. Now we have the 
cylinder full of gas, but as the bullet is at the 
end of its stroke, and cannot go any further, we 
will have to push the gas together again and get 
the bullet into position “H. ” This will be a good 
thing for the gas, because it will crowd the par¬ 
ticles of it closer together, and make it explode 
quicker, so we will do this. Of course, in order 
to keep the gas in there we have had to close up 
the touch-hole of the cannon, but now that we are 
ready to fire it, we will take this plug out, and 
touch a match to the gas. An explosion follows, 
and the bullet travels from the position “H” to 
the position “K.” All this time the crank of 
the grindstone must have been turning because 
the bullet and the crank are fastened together, 
and therefore, instead of traveling through the 
air, the bullet has used up its energy in turning 
the grindstone. When you get a grindstone 
started it is rather hard to stop, isn’t it! And 
if you didn’t stop it, it would keep on turning 
around, wouldn’t it! If this is true, we might 
as well let it clean the cannon. As the hole 
“I” is connected with the gas tank, we can¬ 
not let it force the burnt gas out there, can 
we! We will therefore pull out the plug “J” 
in the hole “E” just as the bullet reaches the 
point “K ” so that in coming back it will force 
the burnt gases and smoke out through the hole 
“E.” Now we are all ready to start over again; 
the cannon has been cleaned out, and the bullet 


still being fastened to the grindstone, which is 
turning, as a result of the explosion, would im¬ 
mediately begin starting out on another outward 
stroke. If we put in the plug “J” again and 
pull out the plug “L,” the bullet or piston as we 
might call it now, will suck in another charge of 
gas. You can see that if you had two boys, one 


s 



Fig. 7—Grinding a valve. Fig. 8—A section of a Cylinder showing 

location of various parts-end view. 

of them to pull out the plugs, and another to fire 
the charge you could keep the gun firing steadily, 
and run the grindstone. After you have done this 
for a while you will get tired of taking out the 
plugs and putting them in, and standing there 
with a match lit all the time, and you would wish 
there was some way to make the grindstone, which 

14 



































was running, do all this for you. This is exactly 
what happened to some of the old engineers, and 
so they set about trying to accomplish this re¬ 
sult. They succeeded in rigging a piece of ma¬ 
chinery that would open and close these holes 
automatically, and with the introduction of elec¬ 
tricity they also devised a way whereby the charge 
could be ignited by an electric spark instead of 
a match. The plugs which cover the holes, they 
called valves and the plug which contained the 
electric wires, used for firing the' gas, they called 
a spark plug. 

Now let us see what we have learned in this 
chapter. We have found that it takes four strokes 
to explode one charge of gas 

1. Suction stroke, during which the gas is 
sucked into the barrel of the cannon, or cylinder 
as it is called. 

2. The compression stroke, during which the 
gas is compressed so that it will burn easier. 

3. The explosive stroke, or working stroke, 
called so on account of the fact that the explosive 
force of the gas is used to turn the wheel. 

4. The cleansing, or exhaust stroke, during 
which the burnt gas and smoke is forced out of 
the barrel. 

For this reason, a gas engine which works on 
this principle is called a Four-Stroke Cycle En¬ 
gine. It requires four strokes to complete the 
entire operation and bring it back to the begin¬ 
ning ready to start over again. 


15 




THE CYLINDER 


So far we have confined ourselves to the parts 
of a cannon, but now that we are going* to take 
up the study of the motor in its details let us 
call them by their regular names. The barrel of 
the cannon we will call a cylinder. In an actual 
motor a cylinder is made out of cast iron, care¬ 
fully bored out inside, so that the hole is per- 
47 * 



fectly round, and the sides of the wall as smooth 
.as possible. You will realize that this is necessary 
as we want to reduce, as much as possible, any 
rubbing or friction, as it is called, between the 
piston and cylinder walls. Next we must provide 
some means of cooling these walls, as you 
know that the continuous firing would soon make 
them very hot. This is done by surrounding the 
-cylinder with what is known as a water jacket 

16 









through which water can be circulated, thereby 
carrying off the heat, and keeping the iron from 
getting red hot. We must also cut two holes in 
the side of the cylinder to make places for the 
valves and a place for the spark plug. 

A cylinder is generally mounted on its side in 
a one cylinder engine, and is set up on end when 
it is desired to use more than one. Therefore, in 
a one cylinder motor you will notice that the pis- 



Fig. 10—End view of Horizontal One-cylinder Motor, showing piston, valves 

and valve mechanism. 


ton moves back and forth, whereas in a two-cyl¬ 
inder, four-cylinder or six-cylinder type, the pis¬ 
tons move up and down. As far as the action of 
the parts is concerned they work in exactly the 
same way, only that the valve mechanism has to 
be changed somewhat. 

The cylinder is bolted to a framework called 
the crank case which furnishes a solid foundation 
upon which it can rest. 


17 


































VALVES 


You will remember that in first discussing the 
drawing in and cleaning out of the gas that two 
holes had to be cut in the sides of the cylinder 
wall. One of these through which the fresh gas 
might be sucked in, and the other through which 
the burnt gas might be expelled . Also remember 
that we kept these holes plugged except when it 
was necessary to have them open to perform their 
work. 



Fig. 11—The evolution of a Valve. 



Fig. 12—A regular Valve. 


Now let us take a section of a valve and see 
how it is made up. You will notice first the little 
plug “A” which covers the hole in the cylinder; 
it is tapered very much like a glass stopper in 
a bottle for the reason that in this form it is 
easier to fit it to the opening; it can be “ground 
in” in the same way that a glass stopper can, in 

19 





















































order to make an air-tight tit. “B” is a rod 
known as the valve stem, and is simply a round 
piece of steel fastened to the valve plug “A.” 
“S” is a valve spring which holds the valve down 
into the cylinder wall, or valve-seat , as it is called. 
In order to open these valves you can see that 
all that is necessary for you to do is to push up 
on the valve stem “B.” This will raise the valve 
“A” away from its seat into the position shown 
by the dotted lines, leaving a space all around 
through which the gas may enter or leave. In 



Fig. 13—Three positions of a Valve Cam. 


an actual motor, however, little irregular pieces 
of steel, cut out in general shape shown in Fig. 
14 i lerform the operation of raising the valve. 
Fig. 13 shows three positions of one of these re¬ 
volving pieces of steel, technically called cams, 
first, in the act of just starting to raise the valve; 
second, its position when the valve is entirely 
open; third, its position when the valve has just 
closed. If both valves are operated by these cams 
you can see that if they are set at the proper po- 
































sition they can be opened at different times and 
entirely independent of each other. If yon will 
look at Fig. 3 yon will see a complete motor, the 
inlet valve on the left side, and the exhaust valve 
on the right side. This figure will also show yon 
the little cams in their various positions at dif¬ 
ferent points of the four strokes. Sometimes 
the two valves, instead of being on opposite sides 
of the cylinder, are placed on the same side, and 
both cams are put on the same shaft, which, by 
the wav, is called a cam-shaft . 



Fig. 14 shows two such valves, the left hand 

one opening, and the right hand one closed. The 

extreme left hand view shows the way they would 

look if viewed from the end. It also gives you 

the names of all the parts. 

Fig. 7 shows how the valves are “ground in.” 

The way you do it is to take the valve out, and 

coat it with verv fine emery dust and oil, and then 

•/ */ 


21 



























































put it back in place leaving off the spring, fit 
a wrench to it on top as shown in the picture 
and twirl it around as you would a glass stopper 
in a bottle until it is perfectly air-tight, after 
which the valve should be removed and both it 
and the valve seat carefully wiped off so that none 
of the emery will get into the cylinder or other 
working parts of the engine and cause them to 
be cut. 

There are several different ways of making 
valves and several places to put them so that you 
must not always expect to find them in the same 
place. Their action is the same, however, no mat¬ 
ter where they are situated or how they are oper¬ 
ated, and I think with a little examination and 
study you will always be able to find them and 
understand how they work in any engine. 


22 


THE PISTON 


The piston forms, as you will recall, the bullet 
in the cannon, which instead of leaving the bar¬ 
rel, was made to travel back and forth inside of 
the cylinder under the action of the explosive gas. 
Owing to the fact that a solid piece of iron would 
be very heavy and would get very warm, the real 
piston used in a motor is made hollow so that 
it is merely a shell. Instead of fastening the rod 



Fig. 15—A Piston, Piston Ring, and Piston Pin 

to the end of it, a small rod, called the piston pin 
is in the center of it, and to this the connecting 
rod is connected. Fig. 16 shows a section of the 
piston. You will notice that the piston pin is 
kept from sliding sideways by a bolt that is 
screwed into it. 

Owing to the fact that both the cylinder walls 
and piston get hot, and that iron expands and 

23 









contracts according to its temperature, it is not 
possible to make a piston alone which would re¬ 
main air-tight all the time. Engineers, therefore, 
found it necessary to put rings, which were cut 
at some point in their circumference, on the out¬ 
side of the piston itself. These piston rings, due to 
the fact that they are cut, can accommodate them¬ 
selves to the varying diameters of the cylinder, 
and can therefore keep an air-tight fit, even when 



Fig. 16—A section of a Piston, showing location of piston pin and end of 

• connecting rods 

the piston is moving back and forth all the time. 
Most of you, no doubt, know that the plunger in 
a pump is made air-tight by one or a set of leather 
washers, which, owing to their pliable structure, 
can expand or contract so as to always lit air¬ 
tightly the pipe in the pump. Piston rings work 
in precisely the same manner, and are always kept 
lubricated so that they will work smoothly, thus 
doing away with any friction which might result. 


24 































































THE CRANK SHAFT 


Most of you are familiar with a crank as ap¬ 
plied to a grindstone. A crank in a motor is prac¬ 
tically the same shape except that it is supported 
on two bearings instead of one and is therefore 
made in the form shown in Fig. 17. The crank 
shafts for two and four-cylinder motors are only 
a combination of two or four of these single 
cranks. Crank shafts are made up of steel, care¬ 
fully forged, and then turned and ground down to 



Fig. 17—A Four-cylinder Crank Shaft. 


proper size to fit the bearings for which they are 
intended. They are hardened and every precau¬ 
tion taken to keep them from wearing. They 
form one of the most important parts of the mo¬ 
tor because they change the bach and forth motion 
of the piston into the rotary motion of the fly 
wheel. The fty wheel in our former illustration 
was represented by the grindstone itself. In the 
real motor the fly wheel is made of cast iron, and 
after being carefully balanced so that if turns 
evenly, it is securely bolted to the crank shaft, so 
that they practically form one piece. 

25 










THE CONNECTING ROD 


The connecting rod, as you can guess from its 
name, forms the connecting link between the pis¬ 
ton and crank shaft, transferring the energy of the 
explosive gas, acting behind the piston, to the 
crank shaft and fly wheel, from which it can be 
transmitted to the driving wheels of the automo- 



Fig. 18—A typical Connecting Rod. 

bile. It is made up in some such form as shown 
in Fig. 18 and is made of steel or bronze. It 
has a bearing at each end, the smaller one fitting 



Fig. 19—The two halves of the Connecting Rod Bearing. 

around the piston pin, the larger one surrounding 
a portion of the crank shaft called the crank pin. 
Both of these bearings are lubricated by oil which 
splashes up from the bottom of the crank case 
when the engine is running. You will notice that 
one of the bearings is cut in two and bolted to¬ 
gether so that you can take it oft from the crank 
shaft, should you wish to examine it. 

26 










THE CRANK CASE 

Tlie crank case of a motor serves as a foundation 
for tlie engine, furnishes a support for the main 
bearings in which the crank shaft revolves and 
encloses the working parts in such a way as to 
provide for their lubrication and protect them 
from the dust and other substances which might 



Fig. 20—The two halves of a Four-cylinder Crank Case. 

materially hinder the proper performance of their 
functions. To a certain extent the crank case 
might be compared to the framework of the grind¬ 
stone, although the latter does not answer as many 
purposes as the real crank case of the motor does. 

The case itself is made of iron or aluminum, 
and is so put together that, although practically 
air-tight, there is still a means provided for get¬ 
ting inside of it for examination of the working 
parts or an adjustment of the bearings. 

27 




















THE CARBURETOR 


The carburetor or mixing chamber, as it is 
sometimes called, is a device used for obtaining 
an explosive mixture of gasoline and air. It con¬ 
sists, as shown by the accompanying drawing, of 
two principal parts, an air pipe and gasoline pipe, 
the latter running through the wall and discharg¬ 
ing into the center of the former. In order to 



make sure that the amount of gasoline flowing 
out of the gasoline jet shall be just the right 
amount at all times it is necessary to provide a 
little gasoline tank, which forms a part of the car¬ 
buretor casting itself, which is known as a float 
chamber, so that the amount of gasoline in the 
main tank will not affect the amount discharged at 
the nozzle. You can see why this is necessary if 
you think of a water tank or a dam. If the water 
was almost up to the top of the dam and you 
should bore a hole through the wall somewhere 

28 

























near the bottom, the water would flow out faster 
than if the water was low. By putting this 
little gasoline tank in the carburetor itself and 
keeping a certain height of gasoline in this smaller 
reservoir, which always automatically shuts 
off the supply at the right time, you can make the 
pressure, and therefore the flow of the liquid, al¬ 
ways the same. The illustration will show this 
plainly. For instance, when the gasoline gets low 
the little float will gradually drop down until the 
ball on the end of the float stem will open the 
valve in the gasoline pipe. The gasoline will then 
flow in from the tank until the proper amount has 
filled the float chamber and caused the float to 
bob up to its former position, carrying the ball, 
which closes the gasoline off, up with it. By this 
means the requisite amount of gasoline is always 
kept in the float chamber. 

The amount of air entering the mixing chamber 
is controlled by changing the size of the hole 
through which the air enters and the quantity of 
gasoline admitted is regulated by means of a 
needle valve in the gasoline pipe. 

Although many carburetors, in fact most of 
them, do not look like this drawing, yet their ac¬ 
tion is the same, and by careful study you will 
find that the same principles enter into their con¬ 
struction. Fig 22 shows an actual sectional draw¬ 
ing of a carburetor used on a four-cvlinder motor. 
In this particular carburetor, however, the float 
chamber and float surround the mixing chamber, 
and the float valve, instead of being directly un¬ 
der the float, is at the right hand side and is oper- 

29 


ated by means of a lever. The needle valve, which 
is the little round rod having a “ T ” handle, run¬ 
ning up through the center of the mixing chamber, 
controls the amount of gasoline flowing from the 
gasoline chamber to the nozzle. The air comes 
up through the bottom and around the gasoline 



jet. At the left you will notice a small valve which 
opens downward, which you do not find on the 
other carburetor. It is known as an auxiliary 
air valve and allows a certain amount of air to 
be added to the mixture, a small quantity of which 
is sometimes needed to keep the mixture just right. 
The throttle valve, which looks like a damper in a 
stovepipe and which controls the amount of gaso¬ 
line vapor going in to the engine, will be seen in 
the upper pipe. 


30 







































THE IGNITION SYSTEM 


The ignition system is the name applied to the 
batteries, coils, commutator and spark plug which, 
acting as a whole, produce an electric spark hot 
enough and at the right time to fire the charge 
in the cylinder. There are three ways in which 
an electric current may be obtained which have 
been found to be of practical use in automobile 
construction. First, by a dry battery; second, by 
a storage battery; and third, by magneto or dy¬ 
namo. You can look up the construction of these 
things in any good book on electricity, so that I 
will not explain them further here. As the object 
of the whole system is to produce a sufficiently 
hot spark to tire the mixture at the right time, 
it is sometimes necessary to raise the pressure of 
the electric current. When either a dry battery 
or storage battery or a certain type of magneto 
is used, it is necessary to put it through what is 
known as an induction coil in order to raise the 
pressure so it will be high enough to jump across 
the two points in the cylinder. 

An induction coil consists merely of a bundle 
of soft wires around which is wound two separate 
coils of wire. The first, known as the primary 
winding, is of coarse wire, and the second, known 
as the secondary winding, is of fine wire. When 
the current flowing through the primary coil is rap¬ 
idly made and broken, another current of very 
high voltage is created in the secondary circuit. 

31 














































































Wlien the current starts to flow through the pri¬ 
mary winding, the bundle of wires immediately 
becomes a magnet and attracts the vibrator. As 
soon as this occurs, however, the flow of the cur¬ 
rent is interrupted and the vibrator resumes its 
former position and the action is repeated. Thus 
you can see that the coil automatically makes and 
breaks its own circuit. The rapidity with which 
this is done may be changed at will by adjusting 
the vibrator screw. 


Suction Stroke 

Compression 

Stroke 

Working Stroke 
Exhaust Stroke 


Pig. 24—The Four-cylinder, Four-cycle Diagram, showing the order in 
which the various cylinders do their work. 

Having thus obtained an electric current of suf¬ 
ficient strength to fire the mixture it is necessary 
to supply a device which will automatically open 
and close the electric circuit at the proper time. 
Such a device is called a commutator and consists 
of two parts; one a rotating part, actuated by the 
engine, which makes a metallic contact with one 
or more points on a stationary part, the points be¬ 
ing so located that contact occurs at the proper 

33 

i >d 
> > 

) ) > 











time for igniting the charge in any particular cyl¬ 
inder. 

In the four-cylinder wiring diagram (Fig. 25) 
in various parts of an ignition system may be eas¬ 
ily seen. The electric current is furnished either by 



Fig. 25—Four-cylinder Wiring Diagram. 


a set of dry cells or by a storage battery. Four 
individual coils and a four point commutator are 
used. The commutator is driven by means of 
bevel gears from the engine itself. A single 
switch controls the whole circuit, it being pro¬ 
vided with two points, making it possible for 
either battery to be used at will. 



c c 
< c < 



34 


















Fig. 26—Types of Spark Plugs. 



Fig. 27—A Single Cylinder Commutator. Diagrammatic sketch. 


35 
























































W I R E. 






Fig. 28 -A Two-point Switch. 


Fig. 29—A Four-cylinder Commutator. 



Fig. 30—A Two-cylinder Commutator. 




PLUNGER-METAL- HELD IN PLACE BY 
A SPIRAL SPRING 


15 15 A HARD RUBBER RING 
— STATIONARY 


ROTATING CONTACT MAKER 
(metal) 


metal PIE.CLR—CONTACTS TO 
WHICH WIRES CONNECTED 


36 











THE COOLING SYSTEM 


In order to prevent the walls of the cylinder 
from becoming red hot, it is necessary to cool them 
by some means, and this is done by surrounding 
the cylinder with a water jacket through which 



Fig. 31--A Diagram showing piping and direction of circulation in a 
One-cylinder Water-cooled Motor. 


the cooling water is circulated. In order to pre¬ 
vent the water from boiling and evaporating, thus 
making the constant addition of water necessary, 
a radiator is introduced into the system. This 
radiator is made up of very thin tubes which give 
up their heat rapidly, thereby keeping the tem¬ 
perature of the water below the boiling point. A 
fan is also nsed sometimes to draw the air through 
between the tubes, thereby making the process of 










































cooling take place more rapidly. The system is 
so arranged that the water is drawn from the 
lower part of the radiator where the water is 
coldest by means of a pump and forced up through 
the water jackets and back into the radiator again. 
Several different styles of pumps are used, but a 



/y”LC:T [I/ 

Fig. 32—A Gear Water Pump. 


very common one is the gear pump shown in Fig. 
32. As you will see by the drawing, it consists 
of two gears en mesh with each other which re¬ 
volve in the direction indicated by the arrow. The 
water entering through the inlet pipe is drawn 
around the outside and forced out through the 
outlet at the top. 


38 












Fig. 33—Front End of Motor, showing radiator fan and cam shaft gears. 












Fig. 36 Opposite side of same Motor showing Carburetor and Inlet Pipe. 


Fig. 35 - Valve side of a Four-cylinder Motor. 


40 


















Fig. 37-Bottom view of same Motor with oil pan removed showing Crank 

Shaft, and Connecting Bods. 



Fig. 38—Top view of same Motor showing Valve Caps and Holes for Spark 

Plugs. 

NOTE—Both views show motor mounted in ring frames used for assem¬ 
bling in factory. 


41 



















THE TWO-CYCLE MOTOR. 


% 


Although the four-stroke cycle type of motor is 
used by most of the automobile manufacturers, yet 



Fig. 39. 

there is another type which has given such good 
results that it is destined to become one of the 
important forms to he used in gas engine vehicle 


42 


manufacture. It therefore merits a brief descrip¬ 
tion. It has the advantage of being very simple in 
construction and operation, and for this reason 
it has become very popular among the marine 
engine builders, although with a few exceptions it 
has not as yet been accepted by motor car en¬ 
gineers. It is called a Two-stroke Cycle Motor, 
so named because it combines in two strokes the 
series of changes ordinarily accomplished in four 
in the four-stroke cycle type. Its operation may 
be seen by referring to the accompanying dia¬ 
grams. It is first assumed that the engine is being 
turned over by hand in the direction indicated 
by the arrow. You will note that as the piston 
moves up it will uncover a port (H), allowing the 
gasoline vapor from the mixing chamber to enter 
the crank case. As soon as the piston moves down 
again, a port (J) will be opened, allowing the 
mixture which has just been compressed to rush 
through a “by-pass” (F), into the “combustion 
chamber,” or upper part of the cylinder. Now, 
as the piston moves up again on the next stroke, 
this charge is compressed still more, then as the 
piston reaches its uppermost position the charge 
is ignited and the engine begins to work under its 
own power. The gases continue to act on the 
piston until nearly the end of the stroke is reached, 
when you will notice, by referring to the drawing, 
the exhaust port (Gf) is passed. At this point the 
burned gases rush out into the air. You will also 
notice that in order to aid the discharge and fill 
the cylinder again, as the piston travels a little 
farther down, the inlet port will be again uncov- 

43 


ered, and the next charge, which has meanwhile 
been taken into the crank case and compressed, 
will enter the cylinder, forcing the exhaust gases 
out. In order to prevent the vapor which has 



Fig. 40. 

just entered the cylinder from traveling straight 
across and out through the exhaust port, thus 
wasting a portion of the fuel, a ‘‘baffle plate” (Iv) 
is cast on top of the piston which deflects the gases 
toward the top of the combustion chamber, pro- 







during a sort of whirling action which tends to 
scavenge the cylinder most thoroughly. In order 
to prevent the burning gases from traveling back 
into the crank case and igniting the gas there, thus 
producing a “back explosion,” a wire gauze (S) 
is placed in the “by-pass.” You will note that 
this type of motor lias no valves, no cams and no 
cam shaft, in fact, its simplicity is such that it 
practically cannot get out of adjustment. It 
therefore is a form of gas engine which as soon 
as engineers are able to educate the public to its 
pecularities bids fair to become as popular and 
practical as the four-stroke cycle. 


45 


INDEX 


Cam .20 

Cam shaft.21 

Cycle—explanation of four-stroke type. 9 

Cycle—explanation of two-stroke type..:.42 

Cylinder .16 

Connecting rod .26 

Connecting rod—lubrication of.26 

Crank case . 27 

Crank shaft .25 

Carburetor .28 

Commutator .33 

Cooling system .37 

Electrical ignition .31 

Exhaust valve .21 

Fan—radiator .39 

Float chamber .28 

Gasoline valve .30 

Inlet valve . 21 

Induction coil .32 

Ignition .31 

Piston . 23 

Piston ring .24 

Piston pin .24 

Pump—water . 38 

Radiator .39 

Spark plug .35 

Switch—electric .36 

Valves .19 

Valves—mechanism .21 

Valve grinding .21 

Water pump .38 

Water cooling system .37 

Wiring diagrams—single-cylinder .32 

Wiring diagram—four-cylinder .34 


46 




































ANOTHER BOOK BY THE SAME AUTHOR 

A bigger and more comprehensive work 
on the same subject. 

‘‘The How and Why of the Automobile” 



D ID you ever read a 
book which gave you 
just the information 
you wanted without being 
compelled to go through 
page after page of intro¬ 
duction and history? 

tfjT Did you ever talk to a 
Til man who came over on 
your side of the fence and 
talked WITH you and not 
ATyou — who explained 
things in such a way that 
you laughed at yourself afterwards for not understanding the subject 
before—it was really so simple? 


JTI Do you remember when you used to study by outlines—how difficult 
jJ problems unfolded themselves—how the logical sequence of facts seemed 
to make what you expected to find hard, readily understandable? 


^TT Do you remember the innumerable times you have said to yourseli 
Til “If I only had somebody here to explain things —someone who would go 
through this proposition with me until I understood it —someone who would 
use homely and familiar examples to explain things, instead of talking over 
my head by using technical terms? ” 

The author realized all these difficulties himselt, because he has been 
Til through it all. Not only that, but his experience as an instructor of a 
large motor school taught him the way to explain the various parts of a 
motor vehicle in simple language, so that even the boy of fifteen could 
understand and appreciate them. 

^TT For instance, did you ever think that the physician uses a form of car- 
tU buretor whenever he gives chloroform or ether—do you realize that a 
shotgun is a form of gas engine whose action is almost identical with that 
of an automobile motor? 


#|T Do you want to know what a sliding gear transmission is—explained in 
tII such simple language that anyone can understand it? 

Would you like to see what’s inside of an automobile engine—would you 
TlJ like to know the name of every part—be able to talk intelligently about 
it and be your own mechanic—tell your chauffeur what to do—know when he 
is bluffing you ? 

fT[ In a word, would you like to know all about a motor car—how it works — 
Til how to drive it and how to take care of it ? Then subscribe for a copy of 


"THE HOW AND WHY OF THE AUTOMOBILE" 

By FAY L. FAUROTE 

PRICE, $1.00 PREPAID 


Don’t delay—send in your order to-day. Get the complete story of a motor 
car—the advanced course of which the book you have just finished is only 
the beginning. Address, 


Motor Text Book Dept. ROBERT SMITH PTG. CO., Lansing, Mich., U. S. A* 


47 

















“THE HOW AND WHY OF THE AUTOMOBILE” 

A book of practical information for seekers after the fundamental facts 
regarding the gasoline engine and its application to the motor car. 

Interesting and instructive to both the beginner and the expert—the 
former for information, the latter for reference. 

Written by Fay L. Faurote, B. S. (M. E-), for five years closely associated 
with the Experimental Department of a pioneer automobile factory, for 
two years instructor in the Detroit Motor School. 

The book, which is handsomely bound in full cloth, printed on high- 
grade enameled paper, contains over 200 pages and 250 illustrations and 
covers the following subjects : 

CONTENTS 

General Theory of Gas Engines— simple explanation of cycle— 
The four-stroke cycle — The two-stroke C 3 ? cle — Advantages and dis¬ 
advantages of each. 

MOTOR Design— Cylinder, what it is and its use. Valves, mechanical 
and automatic—Forms of valves—Valve timing and its influence on the 
motor—Valve grinding, how to do it—Valve nomenclature. Crank 
Case —The construction Bearings—Accessibility—Working parts—Uses. 
A crank case oiling system. Crank Shafts —What they are—One, two, 
four and six-cylinder crank shafts—Crank case diagram, showing 
instantly conditions in all cylinders—Diagram showing firing points 
and sequence of same. Connecting Rods Construction and material— 
Bearings and lubrication. Pistons Piston rings—Piston pins. 

THE CARBURETOR —A very simple explanation of carburetion—The mix¬ 
ing valve—A few of the first types—Some of the modern carburetors— 
Foreign carburetors. 

IGNITION —The make and break system—A simple explanation of the 
apparatus used. The Jump Spark System —Electrical units. Sources 
of Electricity —The dry cell—The storage cell—Dynamos and mag¬ 
netos—The spark coil—Commutators and timing devices—Spark plugs— 
Wiring diagrams. 

COOLING System— Air Cooling. Water Cooling— Direction of circu¬ 
lation—Radiators—Water pumps—Fans—Anti-freezing solutions. 

THE TRANSMISSION — Reason for and use of transmission. Simple 
Explanation of Action -Individual clutch type —The sliding gear— 
The three speed progressive—The three speed selective—The four speed 
selective—Planetarj’- gear—Friction drive. 

METHODS of Driving —Single chain drive—Double chain drive—Bevel 
gear drive. 

RUNNING Gear— Front Axle— Construction of—Steering Gear. Rear 
Axle —Differential gear—The live axle—The dead axle —Wheel construc¬ 
tion—Bearings. 

Horse Power Determinations— Engine testing—indicated horse 
power—Brake horse power—Mechanical and heat efficiency— Road 
testing. 


What a Prominent Trade Paper Says About It. 

A Handbook of Practical Value— The latest addition to the 
popular type of automobile handbook. “The How and Why of the Auto¬ 
mobile,” by F'ay L. Faurote, fulfills what its author has set himself to 
achieve, namely, to present a plain, easily understood description of the 
modern automobile. Assuming that his reader knows nothing about the 
subject, the author introduces the automobile in as simple and untechnical 
a manner as possible. The entire field is covered and covered so completely 
that the work can be recommended as a handbook for beginners or those with 
only a limited knozvledge of this subject.—Automobile, April 18. 


Send in your order at once-don’t delay. The price is |1.00 postage pre¬ 
paid, and the address is 


Motor Text Book Dept., ROBERT SMITH PTG. CO., Lansing, Mich., U. S. A. 


48 

















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LIBRARY OF CONGRESS 


0013 ! 



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